US10507842B2 - Method for monitoring a drive-by-wire system of a motor vehicle - Google Patents
Method for monitoring a drive-by-wire system of a motor vehicle Download PDFInfo
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- US10507842B2 US10507842B2 US15/548,597 US201615548597A US10507842B2 US 10507842 B2 US10507842 B2 US 10507842B2 US 201615548597 A US201615548597 A US 201615548597A US 10507842 B2 US10507842 B2 US 10507842B2
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0218—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterised by the fault detection method dealing with either existing or incipient faults
- G05B23/0224—Process history based detection method, e.g. whereby history implies the availability of large amounts of data
- G05B23/0227—Qualitative history assessment, whereby the type of data acted upon, e.g. waveforms, images or patterns, is not relevant, e.g. rule based assessment; if-then decisions
- G05B23/0235—Qualitative history assessment, whereby the type of data acted upon, e.g. waveforms, images or patterns, is not relevant, e.g. rule based assessment; if-then decisions based on a comparison with predetermined threshold or range, e.g. "classical methods", carried out during normal operation; threshold adaptation or choice; when or how to compare with the threshold
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/04—Monitoring the functioning of the control system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/04—Monitoring the functioning of the control system
- B60W50/045—Monitoring control system parameters
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0218—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterised by the fault detection method dealing with either existing or incipient faults
- G05B23/0224—Process history based detection method, e.g. whereby history implies the availability of large amounts of data
- G05B23/0227—Qualitative history assessment, whereby the type of data acted upon, e.g. waveforms, images or patterns, is not relevant, e.g. rule based assessment; if-then decisions
- G05B23/0229—Qualitative history assessment, whereby the type of data acted upon, e.g. waveforms, images or patterns, is not relevant, e.g. rule based assessment; if-then decisions knowledge based, e.g. expert systems; genetic algorithms
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0218—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterised by the fault detection method dealing with either existing or incipient faults
- G05B23/0256—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterised by the fault detection method dealing with either existing or incipient faults injecting test signals and analyzing monitored process response, e.g. injecting the test signal while interrupting the normal operation of the monitored system; superimposing the test signal onto a control signal during normal operation of the monitored system
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0808—Diagnosing performance data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
- B60W2050/0292—Fail-safe or redundant systems, e.g. limp-home or backup systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/06—Direction of travel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/16—Ratio selector position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
- B60W2554/801—Lateral distance
Definitions
- the present invention relates to a method for monitoring a drive-by-wire system of a motor vehicle, as well as a computing unit and a computer program for carrying out the method.
- Drive-by-wire designates a driving or controlling of a motor vehicle without mechanical transmission of force by operating elements, such as gas pedal, brake pedal, or steering wheel, of the motor vehicle to the corresponding actuating elements of the motor vehicle, such as the throttle valve, brakes, and/or steering of the motor vehicle.
- operating elements such as gas pedal, brake pedal, or steering wheel
- actuating elements of the motor vehicle such as the throttle valve, brakes, and/or steering of the motor vehicle.
- e-gas system An example of a conventional DbW system.
- the controlling of the named functions takes place instead via electrical lines and servomotors or electromechanical actuators.
- the actuating elements of the motor vehicle have to be permanently monitored in order to prevent malfunctioning, such as an undesired acceleration of the motor vehicle.
- the monitoring can be realized according to a three-level design (cf. “Standardinstrumentes E-Gas Kochwachungsblog für Benzin and Diesel Motor Kunststoffungen [“Standardized e-gas monitoring design for gasoline and diesel engine control systems”],” work group EGAS, 5 Jul. 2013, version 5.5).
- a first level the functional level, contains engine controlling functions, inter alia for realizing the requested engine torques, component monitoring, the diagnosis of the input and output quantities, and the controlling of the system reactions in case of recognized error.
- a second level, the function monitoring level recognizes errored sequences in monitoring-relevant areas of the function software in level 1, inter alia by monitoring the calculated torques or the vehicle acceleration. In case of error, system reactions are triggered.
- a third level, the computer monitoring level monitors whether the second level is operating correctly through a question-response communication. In case of error, the triggering of system reactions takes place independent of the function computer.
- the three-level design can have a structure based on torque or based on acceleration.
- a torque-based structure of the monitoring however does not have an intuitively understandable character, because the driver of the motor vehicle does not consciously control the torque.
- a complex physical model having many variables is required.
- there is a high adaptation outlay for the monitoring level because the characteristic maps, input signals, and interfaces have to be adapted.
- an acceleration-based structure of the monitoring In contrast, in an acceleration-based structure of the monitoring, the functional level and the monitoring level are decoupled from each other.
- an acceleration-based structure of the monitoring level contains different variables than does the functional level, because for example an activation of auxiliary components of the motor vehicle is not relevant for this type of monitoring.
- the acceleration-based structure also does not always have an intuitively understandable character.
- the monitoring level requires a complex physical model that is permanently calculated and therefore consumes computing resources of a microcontroller.
- an example method for monitoring a drive-by-wire system of a motor vehicle, and a computing unit and a computer program are also provided.
- Advantageous embodiments of the present invention are described herein.
- the present invention includes not only carrying out the monitoring on the basis of input values, but also including a change over time or rate of change over time, e.g., a gradient or a value difference, of the input values or of quantities derived therefrom.
- the (e.g., physical) quantity represented by input values or the derived quantities is designated the input quantity.
- a quantity derived from a pedal position is a drive torque.
- the change of the input quantity can here be the change of the gas pedal position, which is calculated as the difference of the gas pedal position at two successive points in time.
- the rate of change can be the gradient of the gas pedal position, which can be calculated as the change in the input quantity per time unit.
- references to the processing (in particular change over time or rate of change over time) of the input quantity are always to be understood as also including the processing of quantities derived therefrom.
- the change or rate of change over time of the input quantity is used to determine the current driving desire of the driver, and subsequently to select monitoring functions for execution that are relevant for the determined driver's desire.
- This is to be understood as including both a direct and also an indirect selection; that is, for the determined driving desire of the driver, relevant monitoring functions are determined and are (directly) selected for execution, and/or monitoring functions that are irrelevant for the determined driver's desire are determined and are excluded from the execution (and the remaining ones are thereby indirectly selected).
- monitoring functions that are intuitively easy to understand, e.g., those for speed, drive torque, acceleration, deceleration, can be prepared, of which one or more relevant ones can then be selected, or irrelevant ones can be deactivated.
- the method is also easy to adapt to different variants, because it is modular, and requires few interfaces between the functional level and the monitoring level.
- the sign of the change or rate of change over time of the input quantity is taken into account in order to more quickly recognize an error.
- At least two input values of an operating element of the motor vehicle are read in in temporally offset fashion.
- the input values are values of operating elements of the motor vehicle with which the driver of the motor vehicle specifies in particular direction, speed, acceleration, and deceleration.
- Such an input value can in particular be specified by a gas pedal position, a brake pedal position, or a steering wheel angle.
- the input values and/or quantities derived therefrom are developed over time.
- this can be the formation of a difference between the input values.
- the gradient can be calculated from the difference, by taking into account the time difference between the two points in time, and can be taken into account as a change or rate of change over time.
- At least one monitored quantity is determined for the motor vehicle operation from the change or rate of change over time.
- the monitored quantity can be a driving speed, an acceleration or deceleration, a direction of travel, a brake path, a rotational speed of the wheels and/or of the engine, a steering angle of the wheels, a motor vehicle trajectory, an engine noise, an impulse, and/or a distance from another traffic participant.
- the monitored quantity essentially corresponds to the quantity that the driver actually wants to influence by his operation at that moment.
- a monitoring function that is relevant for the determined monitored quantity is selected and carried out; that is, the monitored quantity is monitored using the monitoring function.
- the monitoring function can for example include a target/actual comparison of input values and/or of changes or rates of change over time of the input values and/or of other quantities derived from the input values, or their changes or rates of change over time. Monitoring functions as such are known to those skilled in the art, and are therefore not described here in more detail.
- the monitoring function monitors the monitored quantity for freedom from error, and outputs an error signal in case of error.
- a monitoring function according to the present invention is used that is in accordance with the second partial aspect, in which it is decided within the monitoring function whether an error is present, already as a function of the sign of the change or rate of change over time of the input quantity, for example the change over time of the input values (or of the quantities derived therefrom).
- the ascertaining of the change or rate of change over time of the input quantity uses only a small amount of computing resources, but enables a simple selection of the monitored quantity relevant for the driver's wish.
- the change of the input quantity over time permits acquisition of an error in a particularly intuitive manner, e.g., if a driver of the motor vehicle relieves force on the gas pedal of the motor vehicle, i.e., lets up on the gas, but at the same time the engine torque of the drive of the motor vehicle increases.
- the gradient of the engine torque falls when the gradient of the gas pedal position is also falling. If, however, due to an error of the drive-by-wire system the gradient of the engine torque is increasing or is constant, this can easily be acquired by comparing the two gradients, and the error signal can thereupon be produced. A precise torque value does not even have to be calculated.
- the monitoring of the monitored quantity includes a determination and evaluation of a sign of the change or rate of change over time of the input quantity.
- the sign of the change or rate of change over time is positive when the input quantity becomes greater, and the sign of the change or rate of change over time is negative when the input quantity becomes smaller.
- the change or rate of change over time can also be zero if the input quantity remains constant. This simplifies the evaluation because no numerical values, but rather only a logical value, have to be processed.
- the result of a logical linkage can be used to select regions of the motor vehicle that are to be monitored, such as relevant quantities such as monitored quantities, or to activate or deactivate parts of the monitoring system, again saving computing resources.
- the monitoring of the monitored quantity also includes the determination and evaluation of the sign of the change or rate of change over time of the input quantity and the monitoring of the monitored quantity on the basis of the sign.
- an expected sign of a development over time of the monitored quantity is determined and is compared to an actual sign.
- the expected development over time of the monitored quantity ‘speed’ that results therefrom is negative. If, in contrast, the actual development over time of the monitored quantity ‘speed’ is now positive, an error is recognized.
- the drive-by-wire system goes into a safe state when the monitoring function recognizes an error.
- the safe state the drive-by-wire system is secured in such a way that the acquired malfunction can no longer lead to dangerous driving situations. In this way, continued operation of the motor vehicle is possible despite the malfunction.
- the determination of the at least one monitored quantity for the vehicle operation first includes a determination of the desired driving state and/or operating state.
- the determination of the desired driving state and/or operating state can for example include an assignment of the actions of the driver to the state, using a finite-state machine or using fuzzy logic. Because both the number of states and the number of operating elements is known, a suitable finite-state machine can be provided in each case.
- the driving state is understood as the state characterizing the continued movement of the vehicle, i.e., generally acceleration, deceleration, driving at constant speed, standing still.
- the operating state is understood as the state characterizing the manner of operation of the vehicle, i.e., generally electric driving, internal combustion engine driving, hybrid driving, recuperation, boosting, charging the battery or batteries, changing gears.
- a driving state and/or operating state is first generally determined from the actions of the driver of the motor vehicle, this facilitates the subsequent determination of the possible monitored quantities for the ascertained driving state and/or operating state, because, normally, for each driving state and/or operating state there exists only a certain appropriate selection of intuitive monitored quantities, e.g., when driving with constant speed, generally only the speed itself.
- At least one driving parameter and/or environmental parameter is taken into account.
- additional driving parameters and/or environmental parameters also normally determine the target value of the monitored quantity.
- driving speed and acceleration or deceleration are also a function of the switching state of the transmission, of a load, of an inclination of the street (downhill slope), of a wind situation (headwind or tailwind), etc. These parameters are measurable and can therefore be taken into account.
- a model is used for the motor vehicle operation.
- various simple models can be provided. In this sense, no coupling takes place between the functional level (level 1) and the monitoring level (level 2) using characteristic maps that are expensive to populate with data. Because the models of the monitoring level contain different variables than in the functional level, they are largely decoupled from the functional level. These models can easily be adapted, are easy to parameterize, and can easily be replaced, because of the modular design.
- the models have a polynomial function, a spline function, an exponential saturation curve, an exponential decay function, and/or a random walk function that links the at least one input value with the target value.
- the models make use of standard functions, so that the models have a particularly simple design and use a particularly small amount of computing resources.
- a computing unit e.g., a control device of a motor vehicle, is set up, in particular in terms of programming, to carry out a method according to the present invention.
- Suitable data carriers for providing the computer program are in particular diskettes, hard drives, flash memories, EEPROMs, CD-ROMs, DVDs, the cloud, etc. Downloading a program via computer networks (Internet, intranet, etc.) is also possible.
- FIG. 1 shows, in a schematic representation, a design of a monitoring system for a drive-by-wire system of a motor vehicle.
- FIG. 2 shows, in a schematic representation, the selection of a model from a plurality of models.
- FIG. 3 shows, in a schematic representation, an exponential saturation function of a vehicle acceleration model.
- FIG. 4 shows, in a schematic representation, an exponential decay function of a vehicle deceleration model.
- FIG. 5 shows, in a schematic representation, a random walk function of a vehicle driving model that describes the behavior of the motor vehicle at constant speed.
- FIG. 1 schematically shows the design of an exemplary monitoring system 2 of a drive-by-wire system of a motor vehicle, having for example an internal combustion engine, an electric motor, or a hybrid drive as drive.
- driver commands of the motor vehicle driver are electrically forwarded, via drive-by-wire, from operating elements, such as gas pedal, brake pedal, gearshift lever, or steering wheel, to the corresponding actuating elements of the motor vehicle, such as throttle valve, power converter, transmission, brakes, and/or steering.
- Malfunctions of the drive-by-wire system can result in signals that address the actuating elements in an undesired manner and thus cause dangerous driving situations, e.g., undesired acceleration of the motor vehicle.
- monitoring system 2 the drive-by-wire system is monitored for such malfunctions.
- an error signal F is produced that causes the drive-by-wire system to go into a safe state S_Z in which the drive-by-wire system is secured in such a way that the acquired malfunction can no longer cause dangerous driving situations. In the simplest case, this leads to a secured switching off.
- monitoring system 2 has a modeling module 4 , an error detection module 6 , and an error reaction module 8 .
- Monitoring system 2 , modeling module 4 , error detection module 6 , and/or error reaction module 8 can have hardware and/or software components for this purpose.
- Modeling module 4 has a multiplicity of models for various driving situations, of which, for reasons of clarity, only a vehicle acceleration model 10 is shown, which describes the acceleration behavior of the motor vehicle, as is described in more detail below.
- Additional models can relate to the deceleration behavior, behavior during travel at constant speed, rotational speed behavior of the wheels and of the drive, steering behavior, following behavior of the motor vehicle when following a specified trajectory, noise development behavior, and/or behavior when maintaining a specified distance.
- Input values W are supplied to the model, which values are acquired using measurement technology at the operating elements of the motor vehicle.
- these are at least a gas pedal position of the motor vehicle and a gradient of the gas pedal position.
- vehicle acceleration model 10 supplies for example a target value Y_target for the acceleration of the motor vehicle, or/and a gradient of the acceleration.
- a measurement quantity of evaluation 12 is assigned to vehicle acceleration model 10 .
- Measurement quantity evaluation 12 acquires measurement values, or actual values Y_actual, of the motor vehicle, such as acceleration, speed, and/or direction of travel of the motor vehicle, and also acquires or calculates values derived from the measurement values, such as gradients.
- measurement quantity evaluation 12 acquires an actual vehicle acceleration in the direction of travel, e.g. using an acceleration sensor.
- Target value Y_target and actual value Y_actual are provided to error detection module 6 .
- error detection module 6 operates according to a target/actual comparison, and has a comparator 14 that compares the associated value pairs of target value Y_target and actual value Y_actual to one another. In the present case, these are the target vehicle acceleration and the actual vehicle acceleration or/and the target vehicle acceleration gradient and the actual vehicle acceleration gradient.
- a malfunction K_F is not present. If the difference is greater than the threshold value, an error is inferred, based on an error of the drive-by-wire system, and error signal F is produced.
- Error signal F is supplied to error reaction module 8 , which puts the drive-by-wire system into safe state S_Z, in which the acquired malfunction can no longer lead to dangerous driving situations.
- FIG. 2 shows the process of selecting a model from the multiplicity of models of model module 4 using a finite-state machine 20 of model module 4 .
- finite-state machine 20 first determines a desire driving state and/or operating state as driver's wish FW. This facilitates the subsequent ascertaining of the monitored quantities that are possible for the ascertained driving state and/or operating state, because standardly for each driving state and/or operating state there exists only a certain appropriate selection of monitored quantities; e.g. during accelerated driving, generally only the acceleration or deceleration itself.
- An input evaluation unit 16 evaluates inputs from the driver of the motor vehicle to the operating elements of the motor vehicle in the form of the at least one input value W, in order to determine the at least one gradient G and the sign of the gradient.
- the gradient G of the gas pedal position is determined, in which a first measurement value of the gas pedal position and a second measurement value of the gas pedal position are acquired at two different measurement times that are temporally at a distance from one another. Through numerical differentiation, the gradient is obtained.
- a plurality of gas pedal positions are acquired temporally one after the other, and through evaluation the gradient G of the gas pedal positions and the sign of the gradient are determined.
- the evaluation yields for example the result that the driver of the motor vehicle is pressing down on the gas pedal. This movement of the gas pedal results in gradient G being greater than zero. The sign is therefore positive, or “+.”
- a driving situation acquisition unit 18 acquires the driving situation of the motor vehicle, e.g., through evaluation of measurement values that are measured by sensors of the motor vehicle.
- an acceleration a meas greater than zero of the motor vehicle in the direction of travel is acquired, for example using an acceleration sensor of the motor vehicle.
- fuzzy logic makes it possible to describe relations of quantities for which there is no precise physical model.
- finite-state machine 20 determines “acceleration” as the desired driving state.
- Finite-state machine 20 learns the associated monitored quantity “acceleration” a from a relation 22 between a monitored quantity or quantities and a driving state and/or operating state.
- finite-state machine 20 selects vehicle acceleration model 10 from a plurality of models.
- FIG. 3 shows an exponential saturation function of vehicle acceleration model 10 , which describes a relation between input quantity, here for example gas pedal position ⁇ , on the x axis, and target value Y_target, in this case target acceleration a of the motor vehicle in the direction of travel, on the y axis.
- input quantity here for example gas pedal position ⁇
- target value Y_target in this case target acceleration a of the motor vehicle in the direction of travel
- actual value Y_ist is the actual acceleration of the motor vehicle in the direction of travel. It can be determined for example from the rotational speed of the wheels of the motor vehicle and an item of incline information relating to the route profile, or from an acceleration measured by an acceleration sensor.
- the incline information contains data concerning rises and falls of the route on which the motor vehicle is moving. These data can be determined for example using GPS, an electronic map, or an incline sensor of the motor vehicle.
- a condition is that the expected gradient of the acceleration of the motor vehicle in the direction of travel (as change or rate of change of the monitored quantity) is greater than zero, in particular when the inclination and driving resistances have been overcome. If, however, the actual gradient is less than zero, there is an error in relation to the safety goal “undesired deceleration.” Therefore, here monitoring of the sign is sufficient; calculation of the acceleration model is not required, which reduces the required computing resources.
- FIG. 4 shows an exponential decay function of a vehicle deceleration module that describes the relation between input quantity, here for example brake pedal position ⁇ , on the x axis and target value Y_target, in this case target speed v of the motor vehicle in the direction of travel, on the y axis.
- the model describes the behavior of the motor vehicle during braking through actuation of the brake pedal.
- the target speed of the motor vehicle in the direction of travel can be determined for example from the rotational speed of the wheels of the motor vehicle, while the distance from an obstacle can be determined for example using a distance radar.
- FIG. 5 shows a random walk function of a vehicle driving model for the target value Y_target, in this case target speed v of the motor vehicle in the direction of travel.
- the vehicle driving model describes the behavior of the motor vehicle at constant speed. It has as few deviations as possible of the speed of the motor vehicle as a function of tolerances of the gas pedal positions, namely of the gas pedal and of the brake pedal.
- a constant speed of the motor vehicle in the direction of travel arises, or, when there is actuation of the brake pedal, i.e., a positive gradient of the brake pedal position, travel is taking place along a downhill stretch.
- the target speed of the motor vehicle in the direction of travel can be determined for example from the rotational speed of the wheels of the motor vehicle.
- a simple data model can be used, having as few deviations as possible of the speed of the vehicle as a function of the tolerances of the gas pedal position, which reduces the required computing resources.
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Abstract
Description
Y_target=m(1−e dx)
where the parameters slope d and saturation limit m can be adapted to the driving behavior of the motor vehicle.
Claims (11)
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DE102015225617.0A DE102015225617A1 (en) | 2015-02-06 | 2015-12-17 | Method for monitoring a drive-by-wire system of a motor vehicle |
PCT/EP2016/050083 WO2016124343A1 (en) | 2015-02-06 | 2016-01-05 | Method for monitoring a drive-by-wire system of a motor vehicle |
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DE102019220223A1 (en) * | 2019-12-19 | 2021-06-24 | Robert Bosch Gmbh | Method for operating a sensor of a motor vehicle |
US11531339B2 (en) * | 2020-02-14 | 2022-12-20 | Micron Technology, Inc. | Monitoring of drive by wire sensors in vehicles |
US11709625B2 (en) | 2020-02-14 | 2023-07-25 | Micron Technology, Inc. | Optimization of power usage of data storage devices |
CN112874502B (en) * | 2021-03-01 | 2022-07-12 | 南京航空航天大学 | Wire control chassis information physical system in intelligent traffic environment and control method |
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CN107430401B (en) | 2020-06-05 |
KR20170115588A (en) | 2017-10-17 |
US20180009444A1 (en) | 2018-01-11 |
CN107430401A (en) | 2017-12-01 |
DE102015225617A1 (en) | 2016-08-11 |
WO2016124343A1 (en) | 2016-08-11 |
KR102454611B1 (en) | 2022-10-17 |
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